JP2017203544A - Hydraulic circuit control device of transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid that a rearward traveling engagement element and a forward traveling engagement element are brought into engaged states when an operation position is switched to a forward traveling operation position from a rearward traveling operation position.SOLUTION: In an electronic control device, when a driver start intention determination part determines that a driver has no start intention when an operation position is determined to be switched to a forward traveling operation position D from a rearward traveling operation position R by a shift lever by a shift position detection part, an oil discharge speed of a working fluid from a brake B2 is set lower than the case that it is determined that the driver has a start intention by a discharge speed changeover part, and when it is determined that the driver has the start intention, the oil discharge speed of the working fluid from the brake B2 is set higher than the case that it is determined that the driver has no start intention.SELECTED DRAWING: Figure 10

Description

  The present invention relates to a hydraulic circuit control device for a vehicle transmission, and relates to a reverse engagement element that establishes a reverse gear stage and a forward drive when an operation position is switched from a reverse travel operation position to a forward travel operation position by a shift lever. The present invention relates to a technique for suppressing a state in which a forward engaging element that establishes a gear stage is engaged together and suppressing the occurrence of rattling noise in a differential gear device.

  When the transmission is switched from the reverse gear to the forward gear, the forward speed is changed from the reverse drive operation position by the shift lever and the discharge speed switching portion for switching the speed at which oil is discharged from the reverse engagement element that establishes the reverse gear. 2. Description of the Related Art There is known a hydraulic circuit control device for a vehicle transmission that includes a shift position detection unit that determines whether or not switching to an operation position has been performed. For example, this is the hydraulic circuit control device for a vehicle transmission disclosed in Patent Document 1.

  In the vehicle of Patent Document 1, a vehicle continuously variable transmission that functions as a vehicle transmission, a forward / reverse switching device that switches a traveling direction of the vehicle between a forward direction and a backward direction, and an output shaft of the vehicle continuously variable transmission And a differential gear device for transmitting the power transmitted from the output gear fixed to the vehicle to the left and right drive wheels of the vehicle. A forward / reverse switching device includes a sun gear connected to an engine, a ring gear connected to an input shaft of a continuously variable transmission for a vehicle, and a carrier that supports a pinion gear meshing with the gear so as to rotate and revolve. The sun gear and the ring gear are selectively connected via a forward engagement element, and the carrier is selectively fixed to a case that accommodates a vehicle transmission or the like via a reverse engagement element. Be made. When the forward engagement element is engaged and the reverse engagement element is released, the forward / reverse switching device is brought into an integral rotation state, and the forward driving force is transmitted to the vehicle continuously variable transmission. When the reverse engagement element is engaged and the forward engagement element is released, the reverse drive force is transmitted to the continuously variable transmission for the vehicle. When the shift position detection unit determines that the operation position has been switched from the reverse travel operation position to the forward travel operation position by the shift lever, and when a predetermined condition such as the temperature of the hydraulic oil is equal to or lower than the predetermined temperature is satisfied, the discharge speed is switched. The oil discharge oil passage for discharging the oil from the reverse engagement element by the part is moved from the first oil discharge oil passage to the reverse travel operation position when switching from the reverse drive operation position to the parking operation position other than the forward drive operation position, for example. Is switched to the second oil discharge oil passage at the time of switching from the forward travel operation position to the forward travel operation position. The first oil discharge oil passage is provided with an orifice. For this reason, the oil discharge speed from the reverse engagement element is higher when the oil is discharged through the second oil discharge oil passage than when the oil is discharged through the first oil discharge oil passage, When the operation position is switched from the reverse travel operation position to the forward travel operation position, the reverse engagement element is quickly switched from the engagement state to the release state, and the reverse engagement element and the forward engagement element are both The engaged state is shortened. Thereby, when the operation position is switched from the reverse travel operation position to the forward travel operation position, a decrease in the engine rotation speed from idle rotation due to the forward / reverse switching device being locked to the case is suppressed.

JP 2010-174959 A

  By the way, when the operation position is switched from the reverse travel operation position to the forward travel operation position, there is a case where the driver does not intend to start the vehicle and the driver does not depress the accelerator. FIG. 12 is a schematic diagram of the vehicle 110 that operates on the propeller shaft 114 when the operation position is in the reverse travel operation position and the vehicle 110 is in a stopped state (driving wheels are in a stopped state) by a brake depression operation. It is a figure for demonstrating reverse torque (R load). The vehicle 110 includes an engine 116 as a driving force source, a vehicle transmission 112 (T / M) and a differential gear device 118, and a propeller shaft that transmits power from the vehicle transmission 112 to the differential gear device 118. 114 and the drive wheel 120 are provided. The operation position is in the reverse travel operation position, and the vehicle 110 is stopped with the reverse torque (N · m) acting on the propeller shaft 114. FIG. 13 shows changes in the reverse torque acting on the propeller shaft 114 and the acceleration G of the vehicle 110 when the accelerator is not depressed by the driver when the operation position is switched from the reverse travel operation position to the forward travel operation position. It is a time chart which shows. By operating the shift lever of the driver, the operation position is switched from the reverse travel operation position to the forward travel operation position, and the oil of the reverse engagement element is rapidly discharged as in the hydraulic circuit control device of the vehicle transmission of Patent Document 1. As a result, the reverse torque acting on the propeller shaft 114 is suddenly released (at time t1), and the acceleration G of the vehicle 110 pulsates between a positive acceleration and a negative acceleration. As a result, a rattling noise may occur in the differential gear device 118.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to engage in reverse when the operation position is switched from the reverse travel operation position to the forward travel operation position by the shift lever. An object of the present invention is to provide a hydraulic circuit control device for a vehicle transmission that suppresses the state in which the element and the forward engagement element are engaged together and suppresses the occurrence of rattling noise in the differential gear device.

  The gist of the present invention is a hydraulic circuit control device for a vehicle transmission, in which a shift position detection unit that detects an operation position of a shift lever and an oil from a reverse engagement element that establishes a reverse gear stage. A discharge speed switching section for switching the discharge speed, and a driver start intention determination section that determines the driver's start intention, and the shift position detection section changes the reverse travel operation position by the shift lever from the reverse travel operation position to the forward travel operation position. When it is determined that the driver does not intend to start when the switching is determined, the oil discharge speed from the reverse engagement element is set to the driver start by the discharge speed switching unit. Lower than the case where the intention determination unit determines that the driver has an intention to start, and the driver's intention to start When the determination unit determines that the driver has an intention to start, the oil discharge speed from the reverse engagement element is determined by the discharge speed switching unit to be greater than the driver's intention to start. To be high.

  According to the present invention, when the shift position detection unit determines that the shift lever switches from the reverse travel operation position to the forward travel operation position, the driver start intention determination unit determines that the driver does not intend to start. The oil discharge speed from the reverse engagement element is made lower by the discharge speed switching unit than when the driver start intention determination unit determines that the driver has a start intention, and the driver When it is determined by the start intention determination unit that the driver has a start intention, when the discharge speed switching unit determines that the oil discharge speed from the reverse engagement element is not the driver's start intention Higher than. For this reason, when it is determined that the driver does not intend to start when the shift lever is switched from the reverse travel operation position to the forward travel operation position, the reverse torque input to the differential gear device is By suppressing the sudden release, the occurrence of rattling noise in the differential gear device is suppressed. Further, when it is determined that the driver has an intention to start when it is determined that the shift lever shifts from the reverse traveling operation position to the forward traveling operation position, the driver is more likely to have no intention to start. Since the reverse engagement element is quickly switched from the engagement state to the release state, the forward engagement element and the reverse engagement element are prevented from being engaged together.

FIG. 2 is a diagram illustrating a main part of a control system of a vehicle to which the present invention is applied, and a main part of a control function of an electronic control device included in the control system is shown as a functional block diagram. FIG. 2 is a skeleton diagram illustrating a torque converter and an automatic transmission provided in the vehicle of FIG. 1. 3 is an operation table for explaining an operation state of the friction engagement device when a plurality of gear stages of the automatic transmission of FIG. 2 are established. It is a figure which shows an example of the operation position Psh of the shift lever with which the vehicle of FIG. 1 is equipped. FIG. 3 is a circuit diagram showing a main part of a hydraulic control circuit of the automatic transmission of FIG. 2, and is a diagram for explaining a linear solenoid valve for controlling the operation of each hydraulic actuator of a clutch C and a brake B; It is a figure explaining the manual valve of the hydraulic control circuit of FIG. FIG. 6 is a diagram illustrating a main part of the hydraulic control circuit of FIG. 5, illustrating a supply path of the hydraulic oil to the hydraulic actuator ACT6 of the brake B2 through the solenoid relay valve when the operation position is in the reverse travel operation position. It is. FIG. 6 is a diagram showing a main part of the hydraulic control circuit of FIG. 5, and when the operation position is switched from the reverse travel operation position R to the forward travel operation position D, the hydraulic oil in the hydraulic actuator ACT 6 of the brake B 2 is manually operated. It is a figure explaining the slow discharge path | route which discharges slowly through. FIG. 6 is a diagram showing a main part of the hydraulic control circuit of FIG. 5, and when the operation position is switched from the reverse travel operation position R to the forward travel operation position D, the hydraulic oil in the hydraulic actuator ACT6 of the brake B2 is solenoid-relayed. It is a figure explaining the quick discharge route discharged rapidly through a valve. It is a flowchart explaining the principal part of the control action of the electronic controller of FIG. 1, when the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D by the shift lever in a state where the reverse hydraulic pressure PR is supplied to the brake B2. 6 is a time chart for explaining changes in reverse torque and vehicle acceleration G acting on the propeller shaft when the driver does not intend to start. It is a schematic diagram of a vehicle, and is a figure for explaining a load which acts on a propeller shaft when an operation position is in a reverse travel operation position and the vehicle is in a stopped state (drive wheels are in a stopped state). 12 shows changes in the reverse torque of the propeller shaft and the acceleration G of the vehicle when the accelerator is not depressed by the driver when the operation position is switched from the reverse travel operation position to the forward travel operation position. It is a time chart.

  Hereinafter, an embodiment of a hydraulic circuit control device for a vehicle transmission according to the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied, and a diagram illustrating a main part of a control system in the vehicle 10. In FIG. 1, a vehicle 10 includes an engine 12 such as a gasoline engine or a diesel engine that functions as a driving power source for traveling, a driving wheel 14, and a power transmission device 16 provided between the engine 12 and the driving wheel 14. And. The power transmission device 16 is connected to a known torque converter 20 and a torque converter 20 as a fluid transmission device connected to the engine 12 in a transmission case 18 (hereinafter referred to as a case 18) as a non-rotating member attached to the vehicle body. The connected automatic transmission 22, the propeller shaft 26 connected to the output shaft 24 that is the output rotating member of the automatic transmission 22, the differential gear device (differential gear) 28 connected to the propeller shaft 26, and the differential A pair of axles 30 and the like connected to the gear device 28 are provided. In the power transmission device 16 configured as described above, the power of the engine 12 (the driving torque and the driving force are synonymous unless otherwise specified) is the torque converter 20, the automatic transmission 22, the propeller shaft 26, and the differential gear device 28. And the axle 30 and the like are sequentially transmitted to the pair of drive wheels 14.

  FIG. 2 is a skeleton diagram illustrating the torque converter 20 and the automatic transmission 22. The torque converter 20, the automatic transmission 22 and the like are substantially symmetrical with respect to the center line (axial center RC), and the lower half of the center line is omitted in FIG. 2 is a rotational axis of the engine 12 and the torque converter 20.

  In FIG. 2, the torque converter 20 is disposed so as to rotate about an axis RC, and a transmission wheel 20p connected to the engine 12 and a transmission input shaft that is an input rotation member of the automatic transmission 22. A turbine impeller 20t connected to the turbine 32 is provided. The pump impeller 20p is generated by rotationally driving the hydraulic pressure by the engine 12 to control the shift of the automatic transmission 22 and to supply lubricating oil to each part of the power transmission path of the power transmission device 16. A mechanical oil pump 34 is connected.

  The automatic transmission 22 constitutes a part of a power transmission path from the engine 12 to the drive wheels 14, and any one of a plurality of friction engagement devices and a one-way clutch (one-way clutch) F1 is selectively engaged. This is a planetary gear type multi-stage transmission that functions as a stepped automatic transmission in which a plurality of gear stages (shift stages) with different gear ratios (transmission ratios) are established. For example, it is a stepped transmission that performs a so-called clutch-to-clutch shift that is often used in known vehicles. This automatic transmission 22 has a double pinion type first planetary gear device 36, a single pinion type second planetary gear device 38 and a double pinion type third planetary gear device 40 that are configured in a Ravigneaux type coaxially. On the line (on the axis RC), the rotation of the transmission input shaft 32 is shifted and output from the output shaft 24.

  As is well known, the first planetary gear device 36, the second planetary gear device 38, and the third planetary gear device 40 rotate the sun gear (S1, S2, S3) and the pinion gears (P1, P2, P3). Further, three rotating elements (rotating members) are configured by the carriers (CA1, CA2, CA3) that are supported to revolve and the ring gears (R1, R2, R3) that mesh with the sun gear via pinion gears. Each of these three rotating elements can be directly or indirectly (or selectively) via the friction engagement device (clutch C1, C2, C3, C4 and brake B1, B2) or one-way clutch F1. Some of them are connected to each other, or connected to the transmission input shaft 32, the case 18, or the output shaft 24.

  The clutches C1, C2, C3, C4 and the brakes B1, B2 (hereinafter simply referred to as the clutch C, the brake B, or the engagement device unless otherwise distinguished) are often used in known automatic transmissions for vehicles. The hydraulic friction engagement device includes a wet multi-plate clutch and brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, and the like. The clutch C and the brake B configured as described above have respective torque capacities by the hydraulic pressure from the linear solenoid valves SL1 to SL6 and the like included in the hydraulic pressure control circuit 50 (see FIGS. 1 and 5) provided in the automatic transmission 22. (Ie, engagement force) is changed to switch between engagement and release.

  By controlling the engagement and disengagement of the clutch C and the brake B by the hydraulic control circuit 50, as shown in the engagement operation table of FIG. Each of the reverse gears is established. In FIG. 3, “1st” to “8th” are the first to eighth gears as the forward gear, “Rev” is the reverse gear, and “N” is the neutral where no gear is established. The state “P” means a neutral state and a state where the rotation of the output shaft 24 is mechanically blocked (locked), and the gear ratio γ (= transmission input) of the automatic transmission 22 corresponding to each gear stage. (Shaft rotation speed Nin / output shaft rotation speed Nout) is a gear ratio of the first planetary gear device 36, the second planetary gear device 38, and the third planetary gear device 40 (= the number of teeth of the sun gear / the number of teeth of the ring gear). It is determined appropriately by ρ1, ρ2, and ρ3.

  The engagement operation table in FIG. 3 summarizes the relationship between the gears and the operation states of the clutch C and the brake B. “◯” indicates engagement, and “◎” indicates, for example, only when driven. In this case, each blank represents release. Thus, the automatic transmission 22 is an automatic transmission in which a gear stage is alternatively established by engaging a predetermined engagement device with the hydraulic pressure from the linear solenoid valves SL1-SL6 and the like. However, in the automatic transmission 22 of the present embodiment, the forward rotation of the carrier CA2 and the carrier CA3 (same as the transmission input shaft 32) between the carrier CA2 and the carrier CA3 and the case 18 that are integrally connected to each other. A one-way clutch F1 is provided in parallel with the brake B2 to permit reverse rotation while allowing the rotation direction). Accordingly, when the drive wheel 14 side is driven to rotate from the engine 12 side, the first speed gear stage “if the clutch C1 is engaged by the automatic engagement of the one-way clutch F1 without engaging the brake B2. 1st "is established. Further, the reverse gear stage is established by engagement of the clutch C3 and the brake B2. The brake B2 functions as a reverse engagement element of the present invention.

  Returning to FIG. 1, the vehicle 10 is provided with an electronic control device 60 including a control device for the automatic transmission 22 related to, for example, shift control of the automatic transmission 22. Therefore, FIG. 1 is a diagram showing an input / output system of the electronic control device 60 and is a functional block diagram for explaining a main part of a control function by the electronic control device 60. The electronic control unit 60 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 60 performs output control of the engine 12, shift control of the automatic transmission 22, and the like, and is configured separately for engine output control, hydraulic control, and the like as necessary. .

  The electronic control device 60 includes various sensors (for example, an engine rotation speed sensor 70, a turbine rotation speed sensor 72, an output shaft rotation speed sensor 74, an accelerator opening sensor 76, a throttle sensor 78, a shift position sensor 80, etc.). Various actual values (for example, engine rotational speed Ne, turbine input rotational speed Nin which is turbine rotational speed Nt, output shaft rotational speed Nout corresponding to vehicle speed V, accelerator opening θacc, throttle valve opening θth The operation position (also referred to as shift position or lever position) Psh of the shift lever 82 as a shift operation member is supplied. The electronic control unit 60 outputs an engine output control command signal Se for output control of the engine 12, a hydraulic control command signal Sp for hydraulic control related to the shift of the automatic transmission 22, and the like. For example, as the hydraulic control command signal Sp, a command signal (command pressure) for driving each linear solenoid valve SL1-SL6 that regulates each hydraulic pressure supplied to each hydraulic actuator ACT1-ACT6 of the clutch C and the brake B is hydraulic pressure. It is output to the control circuit 50.

  FIG. 4 is a diagram illustrating an example of the operation position Psh of the shift lever 82. As shown in FIG. 4, the shift lever 82 is manually operated to the operation positions “P”, “R”, “N”, “D”, or “S”. As the operation position “P”, the parking position (P position) of the automatic transmission 22 is selected, the automatic transmission 22 is set to the neutral state (neutral state) where the power transmission path is interrupted, and the output shaft 24 is mechanically rotated. This is a parking operation position P for preventing this. The operation position “R” is a reverse travel operation position R for selecting the reverse travel position (R position) of the automatic transmission 22 and traveling backward. The reverse travel operation position R is a travel operation position that enables reverse travel using the reverse gear of the automatic transmission 22. The operation position “N” is a neutral operation position N for selecting the neutral position (N position) of the automatic transmission 22 and setting the automatic transmission 22 in the neutral state. The operation position “D” is a forward travel operation position D for selecting the forward travel position (D position) of the automatic transmission 22 and traveling forward. This forward travel operation position D uses all the forward gears of the first speed gear stage “1st” to the eighth speed gear stage “8th” within a shift range (D range) that allows the automatic transmission 22 to shift. This is a traveling operation position that allows automatic traveling control to perform forward traveling. The operation position “S” is a sequential operation position S for limiting the gear range of the gear stage at the D position of the automatic transmission 22. The sequential operation position S is a traveling operation position that enables manual gear shifting by switching a plurality of types of gear shifting ranges with different gear speeds on the high vehicle speed side (high side) where shifting is possible. In this operation position “S”, an upshift operation position “+” for shifting the shift range up each time the shift lever 82 is operated, and a shift range is shifted down every time the shift lever 82 is operated. The downshift operation position “−” is provided.

  FIG. 5 is a circuit diagram showing a main part of the hydraulic control circuit 50 related to the linear solenoid valves SL1-SL6 and the like that control the operation of the hydraulic actuators ACT1-ACT6 of the clutch C and the brake B. In FIG. 5, the hydraulic control circuit 50 includes a hydraulic pressure supply device 52, linear solenoid valves SL <b> 1-SL <b> 6, and a solenoid relay valve 53.

  The hydraulic pressure supply device 52 adjusts the line hydraulic pressure PL using the hydraulic pressure generated by the oil pump 34 as a source pressure, for example, a relief type primary regulator valve 54, and an engine load (for example, engine torque Te) expressed by a throttle valve opening θth and the like. And the linear hydraulic valve SLT for supplying the signal pressure Pslt to the primary regulator valve 54 in order to adjust the line hydraulic pressure PL in accordance with the transmission hydraulic input torque Tat and the like, and the modulator hydraulic pressure PM is constant with the line hydraulic pressure PL as the source pressure. A modulator valve 56 for adjusting the pressure to a value and a manual valve 58 for switching the oil path mechanically or electrically in conjunction with the switching operation of the shift lever 82 are provided.

  FIG. 6 is a diagram showing in detail the manual valve 58 provided in the hydraulic pressure supply device 52. In FIG. 6, the manual valve 58 includes a spool valve element 84 connected to the shift lever 82, an input port 86 to which the line hydraulic pressure PL is input, a forward pressure output port 88 for outputting the drive hydraulic pressure PD, and a reverse hydraulic pressure PR. , A discharge port 92 for discharging the drive oil pressure PD, a discharge port 94 for discharging the reverse oil pressure PR, and a throttle 96 for limiting the amount of oil discharged from the discharge port 94. . In the manual valve 58, for example, when the shift lever 82 is operated to the forward travel operation position D or the sequential operation position S, the spool valve element 84 is set to the switching position D corresponding to the forward travel operation position D and the sequential operation position S. By being positioned, the line hydraulic pressure PL input from the input port 86 is output from the forward pressure output port 88 as the drive hydraulic pressure PD, and the reverse pressure output port 90 that outputs the reverse hydraulic pressure PR and the discharge that discharges the reverse hydraulic pressure PR. The port 94 is communicated. Further, when the shift lever 82 is operated to the reverse travel operation position R, the manual valve 58 is moved from the input port 86 by positioning the spool valve element 84 at the switching position R corresponding to the reverse travel operation position R. The input line hydraulic pressure PL is output as the reverse hydraulic pressure PR from the reverse pressure output port 90, and the forward pressure output port 88 for outputting the drive hydraulic pressure PD and the discharge port 92 for discharging the drive hydraulic pressure PD are communicated. When the shift lever 82 is operated to the parking operation position P or the neutral operation position N, the manual valve 58 corresponds to the switching position P or the neutral operation position N corresponding to the parking operation position P. By being positioned at the switching position N, the output of the hydraulic pressure PD from the forward pressure output port 88 is cut off, the output of the hydraulic pressure PR from the reverse pressure output port 90 is cut off, and the drive hydraulic pressure PD and the reverse hydraulic pressure PR are discharged. Lead to the side. Thus, the hydraulic pressure supply device 52 outputs the line hydraulic pressure PL, the modulator hydraulic pressure PM, the drive hydraulic pressure PD, and the reverse hydraulic pressure PR.

  The hydraulic pressures Pc1, Pc2, and Pc4 adjusted by the linear solenoid valves SL1, SL2, and SL4, respectively, are supplied to the hydraulic actuators ACT1, ACT2, and ACT4 of the clutches C1, C2, and C4 using the drive hydraulic pressure PD as a source pressure. The hydraulic actuators ACT3, ACT5, and ACT6 of the clutch C3 and the brakes B1 and B2 are supplied with hydraulic pressures Pc3, Pb1, and Pb2 that are regulated by the linear solenoid valves SL3, SL5, and SL6, respectively, using the line hydraulic pressure PL as a source pressure. Is done. The linear solenoid valves SL1 to SL6 basically have the same configuration, and are excited, de-energized, and controlled by the electronic control unit 60 independently. The hydraulic control circuit 50 further includes a switching valve 59. As will be described later, the hydraulic pressures Pc3 and Pb2 are supplied to the hydraulic actuators ACT3 and ACT6 via the switching valve 59.

  When the operation position Psh is the neutral operation position N or the parking operation position P, any engagement device is released. When the operation position Psh is in any one of the travel operation positions among the forward travel operation position D, the sequential operation position S, and the reverse travel operation position R, for example, a predetermined gear stage is set according to the engagement table shown in FIG. A shift command for engaging the engagement device so as to be established is output. For example, when the operation position Psh is in the forward travel operation position D, for example, the actual vehicle speed V and the accelerator opening are set in a predetermined relationship (shift map, shift diagram) with the vehicle speed V and the accelerator opening Acc as variables. The shift determination is performed by applying Acc, and the hydraulic control is performed as a shift command for engaging and / or releasing the engagement device involved in the shift of the automatic transmission 22 so that the determined forward gear stage is obtained. Command signal Sp is output to hydraulic control circuit 50 (shown in FIG. 1). In accordance with the hydraulic control command signal Sp, the linear solenoid valves SL1-SL6 in the hydraulic control circuit 50 are driven so that the shift of the automatic transmission 22 is executed, and the hydraulic actuator ACT1 of the engaging device involved in the shift is performed. -ACT6 is activated.

  The switching valve 59 provided in the hydraulic control circuit 50 includes, for example, a valve position A that connects the oil passage Lc3 through which the hydraulic pressure Pc3 flows to the hydraulic actuator ACT3 and connects the oil passage Lb2 through which the hydraulic pressure Pb2 flows to the hydraulic actuator ACT6. The valve position of the spool valve element is alternatively switched to the valve position B that connects the oil passage Lr through which the reverse hydraulic pressure PR flows to the hydraulic actuator ACT3 and connects the oil passage Lr to the hydraulic actuator ACT6. The switching valve 59 includes a spring 59s that biases the spool valve element toward the valve position A, an oil chamber 59ca that receives a hydraulic pressure Pb1 that biases the spool valve element toward the valve position A, and a spool valve element that faces the valve position B. And an oil chamber 59cb that receives the line hydraulic pressure PL that is biased toward the bottom. In such a switching valve 59, when the line oil pressure PL is a value corresponding to the engine load equal to or less than a predetermined value, the spool valve element is held at the valve position A by the urging force of the spring 59s. On the other hand, when the line oil pressure PL is a value PL1 corresponding to the engine load exceeding a predetermined value (for example, a predetermined line oil pressure adjusted by the primary regulator valve 54 when the throttle opening θth is 15%), The spool valve disc is held at the valve position B. On the other hand, even if the line hydraulic pressure PL is a value PL1 corresponding to the engine load exceeding the predetermined value, the spool valve element is held at the valve position A when the hydraulic pressure Pb1 is output to the hydraulic actuator ACT5. . Accordingly, when the operation position Psh is the reverse travel operation position R and the linear solenoid valve SL3 and / or the linear solenoid valve SL6 is in a fail state, the throttle opening θth is set to the predetermined value or more and the valve position B is set. The reverse hydraulic pressure PR is directly supplied to the hydraulic actuators ACT3 and ACT6 through the held switching valve 59, and the reverse gear stage is established. However, when the operation position Psh is the reverse travel operation position R and the line hydraulic pressure PL is a value adjusted according to the engine load equal to or less than the predetermined value, the valve position A is held. The hydraulic pressures Pc3 and Pb2 are supplied to the hydraulic actuators ACT3 and ACT6 through the switching valve 59.

  The oil passage Lr through which the reverse hydraulic pressure PR flows is connected to the solenoid relay valve 53. FIG. 7 is a diagram showing a main part of the hydraulic control circuit 50, and the hydraulic fluid is passed through the solenoid relay valve 53 for hydraulic oil when the operation position Psh is at the reverse travel operation position R and the switching valve 59 is at the valve position B. It is a figure explaining the supply path | route to the hydraulic actuator ACT6 of the other brake B2. In FIG. 7 and FIGS. 8 and 9 to be described later, the distribution path of the hydraulic oil is indicated by an arrow, and the port communicated when the operation position Psh of the manual valve 58 is in the forward travel operation position D is a broken line. The ports communicated when the operation position Psh of the manual valve 58 is in the reverse travel position R are connected by solid lines.

  The solenoid relay valve 53 includes a spool valve, an input port PO1 to which the reverse hydraulic pressure PR output from the manual valve 58 is input, an output port PO2 that outputs the reverse hydraulic pressure PR to the brake B2 via the switching valve 59, A discharge port PO3 for discharging the reverse hydraulic pressure PR is provided, and is switched between an OFF (OFF) position and an ON (ON) position based on a switching signal output by the electronic control unit 60. When the solenoid relay valve 53 is in the off-side position, the input port PO1 and the output port PO2 are communicated, while when the solenoid relay valve 53 is in the on-side position, the output port PO2 and the discharge port PO3 are communicated. . Here, in FIG. 7 and FIGS. 8 and 9 to be described later, the input port PO1 and the output port PO2 communicated when the solenoid relay valve 53 is in the OFF side position are solid lines, and the solenoid relay valve 53 is ON side. The output port PO2 and the discharge port PO3 communicated when in the position are connected by broken lines. When the operation position Psh is in the reverse travel operation position R, the manual valve 58 is in the switching position R shown in FIG. 6, and as shown by the solid line, the input port 86 and the reverse pressure output port 90 Are communicated, and the forward pressure output port 88 and the discharge port 92 are communicated. When the operation position Psh is at the reverse travel operation position R, for example, when the throttle opening θth is 15% or more, the reverse hydraulic pressure PR output from the manual valve 58 at the switching position R is the solenoid relay valve at the off-side position. 53 and the switching valve 59 are supplied to the hydraulic actuator ACT6 of the brake B2, which is one of the engagement elements that establish the reverse gear.

  In addition, when the operation position Psh is in the reverse travel operation position R and the reverse hydraulic pressure PR is supplied to the brake B2, the operation position Psh is switched from the hydraulic actuator ACT6 of the brake B2 to the forward travel operation position D. The hydraulic oil discharge flow path is switched by switching the solenoid relay valve 53 between the off-side position and the on-side position. FIGS. 8 and 9 are diagrams showing the main part of the hydraulic control circuit 50. In the state where the reverse hydraulic pressure PR is supplied to the brake B2, the operation position Psh is changed from the reverse travel operation position R to the forward travel operation position D. It is a figure explaining the discharge route of the hydraulic fluid from the inside of hydraulic actuator ACT6 of brake B2 when it switches. FIG. 8 shows a slow discharge path when the solenoid relay valve 53 is in the off position, and FIG. 9 shows a quick discharge path when the solenoid relay valve 53 is in the on position. When the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D, the manual valve 58 is switched from the switching position R to the switching position D. The pressure output port 88 is communicated, and the drive hydraulic pressure PD can be supplied to the clutch C1 (D clutch) that is the forward engagement element. The manual valve 58 communicates with the reverse pressure output port 90 and the discharge port 94 as indicated by a broken line. In FIG. 8, when the operation position Psh is the reverse travel operation position R and the reverse hydraulic pressure PR is supplied to the brake B2, the operation position Psh is switched to the forward travel operation position D. When the reverse travel operation position R is held at the off-side position, as indicated by the solid line, the output port PO2 of the solenoid relay valve 53 and the input port PO1 are communicated to operate the hydraulic actuator ACT6 of the brake B2. The oil is discharged through the discharge port 94 of the manual valve 58. In FIG. 9, when the operation position Psh is the reverse travel operation position R and the reverse hydraulic pressure PR is supplied to the brake B2, the operation position Psh is switched to the forward travel operation position D. When 53 is switched from the off-side position to the on-side position, as indicated by a broken line, the output port PO2 of the solenoid relay valve 53 and the discharge port PO3 are communicated, and the hydraulic oil of the hydraulic actuator ACT6 of the brake B2 is It is quickly discharged through the discharge port PO3 of the solenoid relay valve 53.

  As shown in FIG. 6, in the discharge port 94 for discharging the reverse hydraulic pressure PR of the manual valve 58, the discharge flow rates of the hydraulic oil from the hydraulic actuator ACT3 of the clutch C3 and the hydraulic oil from the hydraulic actuator ACT6 of the brake B2 are shown. An orifice (throttle) 96 is provided that increases the flow resistance and restricts the flow rate compared to the discharge flow rate from the discharge port PO3 of the solenoid relay valve 53. Therefore, when the operation position Psh is the reverse travel operation position R and the operation position Psh is switched from the state where the reverse hydraulic pressure PR is supplied to the brake B2 to the forward travel operation position D, the hydraulic actuator ACT6 of the brake B2 is operated. The hydraulic oil discharged through the discharge port 94 of the manual valve 58 is gradually discharged at a relatively small flow rate with its oil discharge speed being suppressed. Further, the oil discharge speed of the hydraulic oil discharged from the hydraulic actuator ACT6 of the brake B2 through the discharge port PO3 of the solenoid relay valve 53 is equal to that of the hydraulic oil discharged through the discharge port 94 provided with the orifice 96 of the manual valve 58. Higher than oil discharge rate. As a result, the solenoid relay valve 53 is switched between the off-side position and the on-side position, so that the operation position Psh is the reverse travel operation position R and the reverse hydraulic pressure PR is supplied to the brake B2. Is switched to the forward travel operation position D, the hydraulic oil discharge speed from the hydraulic actuator ACT6 of the brake B2 is switched.

  Incidentally, in a state where the throttle opening θth is, for example, 15% or more and the reverse hydraulic pressure PR is supplied to the brake B2, the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D by the shift lever 82. When the driver intends to start, the line hydraulic pressure PL is raised earlier than when the driver does not intend to start due to depression of the accelerator pedal. Thus, the driver is engaged in a shorter time than when the driver does not intend to start. Therefore, for example, as shown in FIG. 8, when the hydraulic oil from the hydraulic actuator ACT6 of the brake B2 is discharged through the discharge port 94 of the manual valve 58 and the oil discharge speed is not sufficiently high, the reverse gear stage is set. There is a possibility that both the brake B2 which is one of the engagement elements to be established and the clutch C1 which establishes the forward gear stage are engaged, and the engine speed Ne is reduced. Here, the driver's intention to start is to start the driver's vehicle 10 when the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D by the shift lever 82. Further, when the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D, if the driver intends to start, the engine torque Te increases, so both the brake B2 and the clutch C1 are connected. When the engagement element is engaged, the brake B2 is released from the state where both the engagement elements of the brake B2 and the clutch C1 are engaged, and the forward gear stage in which the clutch C1 is engaged is If established, a start shock of the vehicle 10 may occur. Further, if the brake B2 is suddenly switched from the engaged state to the released state when the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D, it acts on the power transmission system such as the propeller shaft 26. The torsion around the shaft due to the reverse torque is released suddenly, the propeller shaft 26 rotates in the direction in which the torsion returns, and the drive pinion that is fixed to the propeller shaft 26 and meshes with the ring gear of the differential gear unit 28 is connected to the ring gear. There is a possibility that a rattling noise may be generated in the differential gear unit 28 by colliding with the tooth surface on the forward side. For this reason, the electronic control unit 60 determines that the driver when the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D by the shift lever 82 in a state where the reverse hydraulic pressure PR is supplied to the brake B2. The hydraulic fluid control device for the vehicle transmission according to the present invention switches the hydraulic oil discharge speed from the hydraulic actuator ACT6 of the brake B2 of the automatic transmission 22 based on whether or not the vehicle is intended to start.

  The functional block diagram of the electronic control device 60 in FIG. 1 shows the main part of the control function of the electronic control device 60. The electronic control device 60 includes a shift position detection unit 62, a driver start intention determination unit 64, and a discharge speed switching unit 66.

  The shift position detector 62 acquires (detects) a signal representing the operation position (operation position, shift position) Psh of the shift lever 82 detected by the shift position sensor 80. Further, the shift position detection unit 62 sets the operation position Psh to the reverse travel operation position by the shift lever 82 in a state where the reverse hydraulic pressure PR is supplied to the brake B2 based on the signal indicating the operation position Psh of the shift lever 82. It is determined whether or not switching from R to the forward travel operation position D has been performed.

  The driver start intention determination unit 64 determines that the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D by the shift lever 82 in a state where the reverse hydraulic pressure PR is supplied to the brake B2 by the shift position detection unit 62. If determined, it is determined whether or not the driver intends to start the vehicle 10 based on whether or not the engine 12 is in an idle state. The driver start intention determination unit 64 determines that the driver has a start intention when the throttle opening degree θth is equal to or greater than a predetermined value and it is affirmed that the engine 12 is not in the idle state. The driver start intention determination unit 64 determines that the driver does not have a start intention when the throttle opening degree θth is less than a predetermined value and it is denied that the engine 12 is not in an idle state. Here, the predetermined value of the throttle opening degree θth is a threshold value of the throttle opening degree θth for determining whether or not the engine 12 is in an idle state, and is about 1%, for example.

  The discharge speed switching unit 66 switches the operating position of the solenoid relay valve 53 to change the oil discharge speed of the hydraulic oil from the hydraulic actuator ACT6 of the brake B2, which is one of the engagement elements that establish the reverse gear stage. Switch. The discharge speed switching unit 66 determines that the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D by the shift lever 82 in a state where the reverse hydraulic pressure PR is supplied to the brake B2 by the shift position detection unit 62. In this case, if the driver start intention determination unit 64 determines that the driver does not intend to start, the solenoid relay valve 53 is held at the off-side position when the operation position Psh is the reverse travel operation position R. When the hydraulic oil of the hydraulic actuator ACT6 of the brake B2 is discharged through the discharge port 94 of the manual valve 58, and the hydraulic discharge speed of the hydraulic oil from the hydraulic actuator ACT6 of the brake B2 is determined by the driver start intention determination unit 64 If judged Lower than. The discharge speed switching unit 66 switches the operation position Psh from the reverse travel operation position R to the forward travel operation position D by the shift lever 82 in a state where the reverse hydraulic pressure PR is supplied to the brake B2 by the shift position detection unit 62. When it is determined by the driver start intention determination unit 64 that the driver has an intention to start, the solenoid relay valve 53 is switched from the off-side position to the on-side position at the reverse travel operation position R. The hydraulic oil of the hydraulic actuator ACT6 of the brake B2 is discharged through the discharge port PO3 of the solenoid relay valve 53, and the hydraulic discharge speed of the hydraulic oil from the hydraulic actuator ACT6 of the brake B2 is determined by the driver start intention determination unit 64. Without Higher than the oil discharge rate of the hydraulic fluid from the hydraulic actuator ACT6 brake B2 when it is constant.

  FIG. 10 is a flowchart for explaining a main part of the control operation of the electronic control device 60. FIG. 11 shows the control operation of the electronic control unit 60, and the operation position Psh is changed from the reverse travel operation position R to the forward travel operation position D by the shift lever 82 in a state where the reverse hydraulic pressure PR is supplied to the brake B2. 7 is a time chart for explaining changes in reverse torque acting on the propeller shaft 26 and acceleration G of the vehicle 10 when the driver does not intend to start when it is switched. In the control operation of the electronic control unit 60 in this flowchart, the operation position Psh is the reverse travel operation position R, the throttle opening θth is a predetermined value, for example, 15% or more, and the reverse hydraulic pressure PR is supplied to the brake B2. It is executed in a state where Whether or not the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D by the shift lever 82 in step S1 corresponding to the function of the shift position detection unit 62 (hereinafter, “step” is omitted). Is determined (at time t1 in FIG. 11). If the determination in S1 is negative, the flowchart is terminated. If the determination in S1 is affirmative, it is determined in S2 corresponding to the function of the driver start intention determination unit 64 whether or not the engine 12 is not in the idle state (idle OFF) (time t1). If the determination in S2 is affirmative, that is, if the driver intends to start, in S3 corresponding to the function of the discharge speed switching unit 66, the oil discharge speed of the hydraulic oil from the hydraulic actuator ACT6 of the brake B2 starts to the driver. The oil discharge speed of the hydraulic oil from the hydraulic actuator ACT6 of the brake B2 when there is no intention is set higher. This suppresses both the clutch C1 that establishes the forward gear and the brake B2 that establishes the reverse gear to be engaged. After execution of S3, this flowchart is terminated. If the determination in S2 is negative, that is, if the driver does not intend to start, in S4 corresponding to the function of the discharge speed switching unit 66, the hydraulic oil from the hydraulic actuator ACT6 of the brake B2 has an oil discharge speed of the driver. Is lower than the oil discharge speed of the hydraulic oil from the hydraulic actuator ACT6 of the brake B2 when there is an intention to start, and is slowly discharged through the discharge port 94 of the manual valve 58 (from time t1 to time t2). Therefore, when the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D, the brake B2 is gradually switched from the engaged state to the disengaged state, and the reverse torque acting on the propeller shaft 26. The torsion around the axis due to the above is gradually released, and the acceleration G of the vehicle 10 is gradually reduced to zero without the propeller shaft 26 rotating (at time t2). As a result, the drive pinion of the propeller shaft 26 does not collide with the tooth surface on the forward side of the ring gear of the differential gear device 28, and the occurrence of rattling noise in the differential gear device 28 is suppressed. After execution of S4, this flowchart is terminated.

  As described above, according to the electronic control unit 60 of the present embodiment, the operation position Psh is changed from the reverse travel operation position R by the shift lever 82 in a state where the reverse hydraulic pressure PR is supplied to the brake B2 by the shift position detection unit 62. When it is determined that the driver has been switched to the forward travel operation position D and the driver start intention determination unit 64 determines that the driver does not intend to start, the discharge speed switching unit 66 causes the solenoid relay valve 53 to perform the reverse travel operation. By maintaining the off-side position at the time of position R, the hydraulic oil of the hydraulic actuator ACT6 of the brake B2 is discharged through the discharge port 94 of the manual valve 58, and the oil discharge speed of the hydraulic oil from the hydraulic actuator ACT6 of the brake B2 Is suppressed. On the other hand, when it is determined that the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D by the shift lever 82 in a state where the reverse hydraulic pressure PR is supplied to the brake B2 by the shift position detection unit 62, When it is determined by the driver start intention determination unit 64 that the driver has a start intention, the discharge speed switching unit 66 switches the solenoid relay valve 53 from the off-side position to the on-side position, whereby the hydraulic actuator of the brake B2 The hydraulic oil of ACT6 is discharged through the discharge port PO3 of the solenoid relay valve 53, and the hydraulic pressure of the brake B2 when it is determined that the hydraulic oil discharge speed from the hydraulic actuator ACT6 of the brake B2 is not intended to start by the driver. Actuator It is higher than the oil discharge rate of the hydraulic fluid from CT6. For this reason, if the driver does not intend to start when the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D in a state where the reverse hydraulic pressure PR is supplied to the brake B2, the brake is B2 is gradually switched from the engaged state to the released state, the torsion around the shaft due to the reverse torque acting on the propeller shaft 26 is gradually released, and the acceleration G of the vehicle 10 is gradually increased without the propeller shaft 26 rotating. (At time t2 in FIG. 11). As a result, the drive pinion of the propeller shaft 26 does not collide with the tooth surface on the forward side of the ring gear of the differential gear device 28, and the occurrence of rattling noise in the differential gear device 28 is suppressed. Further, when the driver has an intention to start when the operation position Psh is switched from the reverse travel operation position R to the forward travel operation position D by the shift lever 82 in a state where the reverse hydraulic pressure PR is supplied to the brake B2. Thus, both the clutch C1 that establishes the forward gear and the brake B2 that establishes the reverse gear are prevented from being engaged.

  As mentioned above, although this invention was demonstrated in detail with reference to the table | surface and drawing, this invention can be implemented in another aspect, and can be variously changed in the range which does not deviate from the main point.

  For example, according to the electronic control unit 60 of the above-described embodiment, whether or not the driver intends to start is determined based on whether or not the throttle opening θth is greater than or equal to a predetermined value. For example, it may be determined whether or not the driver intends to start based on whether or not the accelerator opening Acc detected by the accelerator opening sensor 76 is greater than or equal to a predetermined value.

  Further, according to the hydraulic control circuit 50 of the above-described embodiment, the switching valve 59 is provided, the valve position of the switching valve 59 is switched, and the hydraulic pressure Pb2 from the linear solenoid valve SL6 is supplied to the brake B2. The state in which the reverse hydraulic pressure PR is supplied to the brake B2 has been switched, but the present invention is not limited to this. For example, the reverse hydraulic pressure PR is supplied to the brake B2 without the switching valve 59 being provided. May be configured.

  It should be noted that the above description is merely an embodiment, and other examples are not illustrated. However, the present invention is implemented in variously modified and improved modes based on the knowledge of those skilled in the art without departing from the gist of the present invention. Can do.

22: Automatic transmission (vehicle transmission)
50: Hydraulic control circuit 60: Electronic control device (hydraulic circuit control device for vehicle transmission)
62: Shift position detection unit 64: Driver start intention determination unit 66: Discharge speed switching unit 82: Shift lever C1: Clutch (forward engagement element)
B2: Brake (reverse engagement element)

Claims (1)

A hydraulic circuit control device for a vehicle transmission,
A shift position detector for detecting the operation position of the shift lever;
A discharge speed switching portion for switching the oil discharge speed from the reverse engagement element that establishes the reverse gear stage;
A driver start intention determination unit for determining a driver's start intention,
When the shift position detection unit determines that the shift lever switches from the reverse travel operation position to the forward travel operation position,
When it is determined by the driver start intention determination unit that the driver does not intend to start, the oil discharge speed from the reverse engagement element is determined by the driver start intention determination unit by the discharge speed switching unit. If the driver's start intention determination unit determines that the driver has a start intention, the discharge speed switching unit causes the oil from the reverse engagement element to be lower. A hydraulic circuit control device for a vehicle transmission, characterized in that the discharge speed is higher than when it is determined that the driver does not intend to start.

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